Car-wall construction



Nov. 20, 1928. 1,692,198

c. D. BONSALL CAR WALL CONSTRUCTION Filed Aug. 22, 1927 T a (fin/'12s 5 3 311521 Patented Nov. 20, 1928.

CHARLES DAVID BONSALL, OF PARNASSUS, PENNSYLVANIA, ASSTGNOR T0 "J METAL PRODUCTS CCMPANY, OF CHECAG-G, ILLINOIS, A CQRPORATIQN OF 1) A WARE.

Application filed August 22, 1927. Serial. No 214,715.

Reference is had to the accompanying drawings, which illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof within the scope of the claims will occur to persons skilled in the art.

My'invention has for its object to provide an all metal car construction of novel character which is unusually strong for its weight and durable throughout, which may be conveniently and economically manufactured and transported, is weather proof and which possesses certain other desirable and advantageous features to be hereinafter described and claimed. My sheet metal wall structure is applicable to box, automobile, gondola, stock or any other type of railway equipment.

The ends of railway cars are subject to considerable stress due to the shifting of the lading. These blows are imparted to the end over the entire area thereof, or to local or concentrated thrust. VVheat is loaded to substantially the top of the car which causes all the blow to be imparted over the entire area of the end. Lumber is loaded to the top and upon impact the top boards shift causing a blow to be imparted at the top of the end. Sand, chats and other plastic loads and light pipe cause blows at the middle of the car, whereas rail, steel plates, castings and the like cause blows at the bottom of the car.

While, of course, efforts are made to block the lading in the car, the heavy locomotives, the emergency air brake and the classification hump break the lading away from its mooring and throw it against the end of the car.

A rigid end to a car, and particularly a large box car, materially strengthens the entire superstructure to resist the torsional and weaving movements which not only rack the car to pieces, but causes leaky roofs and inoperative and leaky doors with their consee quent damage claims. As it costs as much to transport a ton of freight car as it does a ton of lading it is imperative that the weight of the car must be kept as low as possible, therefore, the end must be very light as well as strong. As freight cars'are frequently damaged in wrecks and by other unfair usage, any end will be damaged in service, therefore,

it must be capable of being easily repaired with such meagre-facilities as the railroads are equipped with at their outlying repair points.

In the drawings:

Fig. 1 shows an end elevationof a box car with my end applied thereon.

Fig. 2 shows a section on line 22 of Fig. 1.

. Fig. 3 shows an elevation of a typical plate before it is applied to the car.

Fig. 4.- shows a vertical cross section on line l-& of Fig. 3.

Figs. 5 and 6 show modified sections on line 4c4 of Fig. 3.

Fig. 7 shows a modified form.

Fig. 8 shows an enlarged section through a corner post.

Numerals t and 5 are top and bottom sheets respectively of a car end wall made in two pieces. However, the end may be made in a single sheet or any number of sheets and still fall within the scope of my invention.

Numerals 7 are the side walls of a panel pressed from the main portion of the plate.

Numerals 8 are the side walls of a panelv pressed from the elevated portion of the first mentioned panel and numerals 9 are the side walls of a panel pressed from the elevated portion of the'last mentioned panel. Panel 10 is thus formed within panel 11 and panel 11 is thus formed within panellQ. These panels 10, 11 and 12 are equal in length and are preferably formed in parallel relation. The opposite ends of the panels are bent on radii l t-l5, etc., of various lengths, corresponding substantially to the total depth of the respective panel and merge into flanges 16 substantially normal, to the plane of the plate. These flanges stifien the margins of the plate and also provide means (17) for attaching the plate to the frame members 18 or other portions of the car. Some of the panels are also preferably secured to a frame member of the car; for instance, as shown by rivets 19 and filler 26.

In order to conserve horizontal space it may be advisable to reverse the direction of some of the panels without diminishing the strength of the panel as an entirety. Suggestions along this line are shown in Figs. 5 and 6. Panels of different depths are thus obtained. The deeper panels, such as shown in Fig. 6, have greater strength than the shallower panels when acting as beams.

. The panels within panels shown in Fig. 3 have a common longitudinal axis (2 l-2 l). If it is desired to increase the strength of the plate at one portion thereof, the axes of the panels may be shifted so as to position more side walls (25) in said portion. Such a construction is shown in Fig. 7.

l/Vhile l have illustrated the panels as running horizontally they may be positioned vertically or diagonally and still come within the scope of the invention. When positioned horizontally the lower portion of the wall should be made stronger than elsewhere and when the panels are positioned vertically the central panels should be made stronger than the other panels. However, the relative strength 01'? any portion oi my car wall may be increased to accommodate any conditions or designs by making the panels and side walls thereof of various widths and depths. Furthermore, I have shown the panels as rectangular and parallel but they may be otherwise; for instance, as shown in the lower part of Fig. 1, and still come within the scope of the invention. lily invention is also adaptable for use in steel side doors and hopper doors for railway freight cars.

Fig. 2 shows nailing strips 20 se .u red to the sheet by bolts 2-1 to which the lining boards are nailed. The end lining 22 is to prevent moisture due to condensation coming in contact with the lading and also to provide nailing surfaces to which the lading may be an chored.

I claim:

1. A. wall for a railwaycar comprising a metallic plate having formed therein a plu rality of panels within panels of equal length.

2. A. wall. "for a railway car comprising a metallic plate having formed therein a plurality of various depth panels Within panels or equal length. 7

3. A wall for a railway car comprising a metallic plate having formed therein a plurality of panels within panels of equal length havlng a common longltudinal axls.

4. A wall for a railway car comprising a metallic plate having formed therein a plurality ol parallel panels within panels 0t equal length having a common longitudinal axis.

5. A wall for a railway car comprising a metallic plate having formed therein aplurality of panels within panels of equal length, the opposite ends of said panels merging into flanges whichare secured to t nine members of the car.

6. A wall for a railway car comprising a metallic plate having formed therein a plurality of panels within panels of equal length, some of said panels being secured to frame members of the car.

7. A wall for a railway car comprising a metallic plate. having formed therein a plurality of panels within panels of equal length, the opposite ends oi said panels merging into flanges which are secured to frame mei'nbers of the car, some of said panels being secured to frame members of the car.

8. A wall for a railway car comprising a metallic plate having formed therein a pluraiity of panels within panels of equal length projecting in opposite directions.

9. An end wall for a railway car comprising a plurality of metallic plates secured together at their adjacent margins, each plate formed with a plurality. of outwardly projecting panels within panels of equal length, the marginal portion of one plate overlapping the marginal portion of the plate below it.

10. A metallic plate for a car wall having formed therein a plurality of panels within panels of equal length;

11. A metallic plate for a car wall having formed therein a plurality of panels within panels of equal length; the opposite ends or said panels bent on radii of various lengths to torm flanges.

CHARLES DAVID BONSALL. 

